Variable-speed and gear-reversing mechanism for motor road-vehicles.



. Patented Mar. 4, 902. A. DE DION & G. BOUTON. 'VABIABLE'SPEED AND GEAR BEVERSING MECHANISM FOR MOTOR ROAD VEHICLES.

' (Application filed Nov. 11, 1901.)

3 Sheets-Sheet l Fig.1.

(No Model.)

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No. 694,842. Patented lflar. 4, I902.

. A. 01-: mom a a. BOUTON. VARIABLE SPEED AND GEAR REVERSING MECHANISM FOR MOTOR ROAD VEHICLES.

(Application filed Nov. 11, 1901.)

3 sheets sheet 2.

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No. 694,842. Patented Mar. 4, I902,

A. DE DIUN &"G. BOUTON.

VARIABLE SPEED AND GEAR BEVEBSJNG MECHANISM FOR MUTOB RBAD VEHICLES.

(Application filed Nov. 11, 1901.)

3 Sheba-Sheet 3.

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UN TED STATES PATENT OFF-Ion.

ALBERT DE DION AND GEORGES neuron, OF PUTEAUX, FRANCE.

VARIABLE-SPEED AND oEAR-REVERsme MECHANISM FORYMOTOR ROAD-VEHICLES.

SPEGIFIGATION forming part of Letters Patent No. 694,842, dated March 4 1902. Application at November 11, 1901, smart. 81,897. (in model.) I

To all whom it may concern:

Be it known that we, ALBERT DE DION'and GEORGES BOUTON, engineer, citizens of the French Republic, residing at 24: Quai Na tional, Puteaux, Seine, France, have invent-1 ed certain new and useful Improvements in Variable-Speed and Gear-Reversin g Mechanisms for Motor Road-Vehicles, of which the following is a specification.

proved mechanism for varying the speed and reversing the gear of motor road-vehicles, the

understood we shall describe-the same-with reference to the accompanying drawings,-of

Figure 1 is a longitudinal and axial section of the mechanism arranged for givingtwo difierent speeds. Fig. 2 is a transverse section of the same on the line A B of Fig. 1. Fig. 3 is a detail View of the part for reversing the gear not shown in Fig. '1. Fig. dis

a longitudinal and axial section of a mechanism arranged for three 'difierent'speeds. Fig. 5 is a cross-section of the same on the line C D of Fig. at. Fig. 6 is a detailed View of the part for reversing the gear not shown inFig.4. r I

a is the driving-shaft, from which move ment is imparted to the transmission-shaft h V the vehicle. 7 The shaft 5 is hollow and carries by means of pinion'sc and d. On the end of the shaft 19 is keyed a bevel-wheel e in gear with the wheel g, forming apart of the ordinary difierential' gear inclo'sed. in the boxf, carried by the axle .of the driving-wheel of the double friction-clutch describedin Letters Patent granted to u s,No. 645,312, dated March 13, 1900, the characteristic features of which are two pairs of segments h it, placed inside of two sleeves t t, which revolve freely on the shaft 17, the said segments. being brought into contact with the inner-surface of the sleeves "i 'i' by shifting a rack it inside This invention has for its object anion-1 forms a part of two toothed'wheels m 0, one

'offwhich, m, is fixed on the periphery, the

andalong the hollow shaft 12. The sleeve i of the toothed wheel (1 aforesaid. The pieces 0 m t are allowed to'revolve freely on the shaft 12. The wheel 0 gears with the externally-toothed part 9 of a wheel which turns freely on the shaft aandwhich has also an internally-toothed pa'rtq. On the keys j,

fixed on the shaft or, slides a sleeve 1*, having a collar .9, a toothed part tforming a gear- 7 wheel and terminates at its, left-hand side with teeth a or. indentures corresponding to the internal teeth got the wheel 13 aforesaid.

The teeth or indentures ,u can' be brought into contact with the teeth q by'shifting the sleeve r along the shaft 0. by aid-pf the operating-levr o, Fig. 2, having ajforked end in engagement with the collar .9. Referring to ,Figs. 2 and 3, it is seen that in the casing of the mechanism is a yoke 1, pivoted around ears 3, cast with the said casing, and that in the bore of the yoke 1 is fitted freely a toothed wheel 4, which can be put into gear with the toothed wheel m on the sleeve t' and toothed wheel 25 on the sleeve r. For, this purpose the yoke 1 terminates at its lower part in a slide 5, which engages with thepin 6 of a lever 7, keyed on the shaft 8, Fig. 2, to which angular displacement can be given by means of a suitable arrangement.

The working of the mechanism is the following: Let us suppose the shaft ct be in a continuous rotation and the rack is be in its intermediate position.

Neither thesegments k it nor h are incontact with their respective sleeves i i, which therefore turn freely on the shaft 5 without imparting a rotation to- During this timethe vehicle is atthe same. rest. The right-hand part h'w" of the clutch being brought into action by shifting the rack I k in the direction of the'arrow'F, the sleeve 2" becomes fast on the shaft 17 and the latter begins to rotate witha, speed, depending on the ratio of diameters of the gearing-wheels c and d. By shifting the rackfin the direction of the arrow F the sleeve '2 becomes fast on the shaft 6,- so that if the externally and internally toothed wheel p g has previously .tween the teeth t on the sleeve 1 and toothed wheel m on the sleeve during the time this latter is fast on the shaft 1). It is easily understood that the rotation of the shaft b,which results from the gearing t 4 m,will be reversed as regards that resulting from the gearing 0 and p or c and d, and as the diameter of the wheel on is larger than that of the wheels 0 and d the speed of the backward motion of the vehicle will be less than its lowest speed in the forward direction. The interposition of the intermediate pinion 4 is effected, as stated above, by operating the lever 7, and

during the whole time this pinion isin gear the wheel prevolves in the reverse direction, that is rendered possible, as this wheel is loose on the shaft a. It is obvious that the reversion of the gear only is made possible when the teethfq and u are put out of engagement. Without this condition the whole mechanism would be blocked. In order to prevent the yoke 1 from being lowered during the time the teeth q and u are engaged with each other, the yoke 1 is provided with a lateral projection 9, Fig. 3, which is nor-' mally held opposite to the-space marked 10 on Fig. 1 and at a short distance from the collar .9 of the sleeve 1". lVhen the teeth a and q are engaged, the collar 5 is placed opposite the projection 9 and prevents the yoke 1 from being lowered, and inversely when the teeth q and u are disengaged the projection 9 is placed opposite to the space 10, and the yoke 1 can be lowered. In other terms, the pinion 4 is allowed to be interposed between the gear-wheels m and t. From the foregoing it is seen that the mechanism cannot be set from the high speed to the reverse mo tion directly, as the pinion 4 can only be placed into its working position when the mechanism runs at lowest speed.

The modification illustrated in Figs. 4, 5, and 6 is intended for providing, instead of two, three different speeds with reverse motion, and include the same parts as the mechanism previously described, the corresponding parts being designated by the same letters of reference. The difference from the foregoing arrangement is that the wheel m in one piece with the sleeve 2' can be put in direct engagement with the toothed wheel 23 on the sleeve 7' and that the said toothed wheel 15 corresponds to the inner teeth q of the wheel 1) q. We therefore obtain with the-right-hand part of the clutch and with the gear-wheels c d a speed which is the intermediate speed. With the left-hand part of the clutch two speeds are obtaineda highestspeed when the wheels 0 and p are in gear and a lowest speed when the wheelst and m are in gear. It is obvious that the stroke of the sleeve-r, which is shifted by means of lever 12 and rod 13, must be of a convenient extent. For the purpose of interposing the pinion 4 between the toothed wheels 25 and m an arrangement is used which is somewhatdifferent from that illustrated in Figs. 2 and 3. The width of the wheel 4 should be sufficient to enable itof being applied simultaneously on the gear-wheels t and m, which are not placed opposite to one another. The yoke 13, which carries the said wheel 4, rotates with a spindle 00, supported by the ears y inside the casing of the mechanism. A spring 15, surrounding'a stem 16, pivoted 011 the yoke, continually tends to raise it, and therefore to remove the wheel 4 from the wheels 25 and m. The displacement of the yoke is obtained by means of an eccentric 17, which turns on an-axis 18, operated from a suitable device. On the axis :0 of the yoke 13 is keyed a piece or lug 19, having a flange 20, provided with a notch 21. The width of this notch is that of the collar 8 of the sleeve r, and its position is adjusted so that the said notch is placed opp'osite'to the collar 3 when the sleeve is in its intermediate position-say when the toothed part i is out of mesh with both gear-wheels m and q. Under this condition only it is possible to place the pinion 4 between the gear-wheelst and m for the purpose of reversing the rotation of the latter. On the other hand, this device prevents the pinion 4 from being shifted laterally while it is in its operative position and also prevents it from being put into gear with the wheels m and t for any position of the sleeve r other than that shown on Fig. 4. As

described with reference to Figs. 1 to 3, the

mechanism illustrated in Figs. 4 to 6 only allows to reverse the movement when the meekprovided they give the desired efiect.

Having now particularly described our in vention, what we claim as new, and desire to secure by Letters Patent, is

1. In a variable-speed and gear-reversing mechanism for'motor road-vehicles, the combination with a double friction-clutch h c' h 11 of the kind described, having a gear-wheel d integral with its part c" and gear-wheels 0 'm integral with the other part 2', of a drive-shaft, a wheel 0 fast on the said shaft and gearing with the wheel d, andan internally-toothed wheel 19 loose on the said shaft and gearing with the wheel 0, a sleeve 1 movable along the said shaft, and provided with indentures u'in suitable relation with the internal teeth q of the wheel 10, a toothed wheel 25 and collar 8 for shifting the said sleeve along said shaft,means for reversing the operation of the gear on and means forengaging the said means with V the gear-wheels t and m, substantially as described.

2. In a variable-speed and gear-reversing mechanism for motor-vehicles, the combination with a double friction-clutch,provided with suitable gear-wheels, of a drive-shaft, a gear-wheel fast thereon, a gear wheel loosely mounted on the said shaft, a sleeve movable upon the said shaft, a gear-wheelformed in-i tegral with the said sleeve, means for revers ing the operation of the gear-wheels of the clutch and shaft, means for moving said re-. versing 'means into operative position, and means for preventing the engagement oft said reversing means with the said gear-wheelsof h tch a d shaft 1 3. In a variable-speed andlgear-reversing mechanism for motor road-vehicles, the comhination witha double friction-clutch h i h 7 of the kind referred to, havingagear-wheel, d integral with the part i", two gear-wheels 0; mattached to the other part i, of a drive-shaft,

awheel p loose on the driving-shaft and in,

gear with the wheel o, a wheel c fast on the said shaft and in gear with Wheel d, a sleeversliding along the driving-shaft, a wheel t in- ,1 tegral with the said sleeve and adapted to en- 730 gage with the gear-wheel m, an internally toothed wheel q adapted to be engaged by thev wheel t, means for reversing the gear, and

means for shifting said reversing means into its operative position, -substantially as described. I v

4. In a variable-speed and gear reversing mechanism formotor vehicles, the combina-v tion with a douhlefriction-clntch of, the character referred .to provided with gear-wheels, of a driving-shaft, gear-wheels carried thereby and adapted to mesh with the gear wheels of the clutch, an intermediate gear-wheel en-' gaging a gear-wheel of the clutch and one of ;the eccentric, and means for preventing the lowering oi". the intermediate gear-Wheel 4 conjsisting ofa piece 19 provided with aflange with a notch therein, and a collar 5 andsleeve. a", said collar 8 and sleeve amounted upon the gdrive-shaft in suitable relation to the means forpreventing the lowering of the inte rmediate gear 4, substantially.as herein ,shownr Sand described. h r In testimony whereofwe have-herenntoset our hands in presence of two subscribing-witnesses.

ALBERT DE, DION; GEOhtGES BOUTON; Witnesses: 3, I, V

p i. IEDWARDVP. MACLEAN,

EMILE ,KLOTZ. 

